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ELECTRIC RAILWAY SIGNAL.

Patented Mar. 31, 1885.

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No. 314,762. Patented Mar. 31, 1885.

INVENTOR I Willianal". Wofam.

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(No ModeL) WIT. WATERS ELECTRIC RAILWAY SIGNAL.

Patented Mar. 31. 1885.

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No. 314,762. Patented Mar. 31, 1885.

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W. T. WATERS. ELECTRIC RAILWAY SIGNAL. No. 314,762. Patented Mar. 31, 1885.

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(No Model) 8 Sheets-Sheet 8.

' W. T. WATERS. ELECTRIC RAILWAY SIGNAL.

Patented Ma-n31, "1885.

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INVENTOR W klham .TWEc'ars.'

WITNESSES UNITED STATES PATENT @rrrcn.

WILLIAM T. l/VATERS, OF ATLANTA, GEORGIA.

- ELECTRIC RAILWAY-SIGNAL.

$PBGIFICATIQN forming part of? Letters Patent No. 31%,762, dated March 3]., 1885.

Application filed February 18, 18:4. (No model.)

To all whom it may concern:

Be it known that 1, WILLIAM T. warrants, a citizen ofthe United States, residing at Atlanta, in the county of Fultonand State of Georgia, have invented certain new and useful Improvements in Electric Railway-Signals, of which the following is a specification, reference being had therein to the accompanying drawings.

My invention'relates to improvements in the method of employing electromechanical de' vices for exposing and concealing a system of visual signals applicable to both day and night use along a line of railway, and also to the various details of construction incident thereto.

It consists in a series of signaling stations or posts dividing the entire road into blocks, and each post is provided with two distinct sets of signals, one consisting of semaphores for each direction, also provided with illumi nated nightsignals to be operated in connection therewith, and the second a verifyingsignal, visible both day and night, operated from either direction,and acting as a signal whenever seen. The first-mentioned set consists of four semaphore arms or disks mounted on rods pivoted within the signal box or station, so that they will swing outward into view. The four disks are divided into two sets, each comprising an advance and a rear signal, and the sets are, for convenience, located in separate compartments on opposite sides of the transverse axis of boxes or houses mounted upon posts or towers at suitable intervals along the roadway. These intervals may vary from one to several miles, in order that the signals may be placed at points most favorable for observation. The nightsignals consist of a light or lights in a fixed position and a set of disks controlled by the movements of the day-signals, and thereby made to expose or change the color of said fixed light. The verifyingsignal is a revolving disk by. day and a light by night, and themain feature of this portion of the system is, that by means thereof and the electrical connections hereinafter explained an engineer is notified before leaving one block whether his advance signal has or has not been displayed at the 0pposite end of the block he is about to enter.

In the drawings, Figure 1 representsatransverse section of a railroad-track and an elevation of one of the signalposts, together with that portion ofits mechanism exposed to actual contact with the passing train. Fig. 2 is a side elevation of a section of track, showing one of the posts and its mechanical contact devices, and also, in dotted lines, the relative construction and position of the contact de vice carried by each train. Fig. 3 is asectional elevation of a signal-post, taken on the line 3 3 of Fig. 6, showing the counter-weights and part of the mechanically-operated setting and housing apparatus. Fig. 4. is a vertical section of the signal-box, taken on the 1ine4 4. of Fig. 6, and it shows the housed position of one entire set of signals. Fig. 5 is a vertical sectional elevation on the line 5 5 of Fig. 6, and it shows the mechanism of the electric locking and switching devices controlling the operation of one set of signals. Fig. 6 is a plan view of the upper portion of the signalbox, partly in section on the line 6 6 of Fig. 3. Fig. 7 is a plan view of the lower portion of the signal-box on the line 7 7 of Fig. 8. Fig. 8 is a transverse sectional elevation of a signalbox and the mechanically-operated setting and housing apparatus. Fig. 9 is a plan view, partly in section, of the spring'catches for connecting and disconnecting the powerreceiver from the remainder of the mechanical signal operating devices. Fig. 10 is a transverse sectional elevation of the lower portion of one of the posts, showing the spring-catches and their tripping mechanism. Fig. 11 is a plan view of a section of track and of the device used to receive power from the passing train and to afterward gradually transmit the same to the mechanical signalcontrolling apparatus. Fig. 12 is a sectional elevation of the same. Fig. 13 is a plan view of the stationary electric contact-arm and a partial section of track. Fig. 14 is an elevation of same as seen from the track. Fig. 15 is a sectional elevation of the electrical contact device, showing the details of construction and arrangement. Fig. 16 is a view in elevation of a truck prOVlClcCl with the shuttle-cam used for compressing the spring in the powerreceiver. Fig. 17 is a view in elevation of a truck provided with an electrical contactslide, through which the current is conveyed from the train to the signaling-station. Fig. 18 is .means of which the various devices are opupon rods'O, which are supported upon collars housed to remain so until forcibly swung outa theoretical diagram of the electrical con nections.

Similar letters of reference denote like parts in the several figures.

A represents a post or tower,which may be located at any point adjacent tothe railway that is most favorable for observation; and it is surmounted by a housing or box, B, within which the moved signals and operating mechanism are sheltered from the elements and from View when not in actual use. The post A is of any suitable material, is made hollow, and is usually about thirteen feet in height, and it contains the rods connecting the signals with the power-receiver, a pair of air-cushion cylinders and retracting springs, and the spring clutching and tripping mechanism, by

erated. The box B is of any suitable material, is preferably rectangular in shape, and divided longitudinally into five compartments. The outer compartments contain reflectors B B and-the electriclocking and switching devices. The intermediate ones contain the swinging advance and rear signals, and the center one contains the apparatus for mechanically setting and housing the signals, their counterweights, an electric lamp, and a vertically-pivoted verifying-signal provided with extensions carrying disks for changing the color, and thereby affectingthe signification, of the illu-. niinated night-signal. The advance and rear\ signals of each set arelettered WV A,W R and l E A,E R,respectively, and are displayed from opposite sides of the box from either direction. The said signals consist of disks mounted 0 upon the shafts D, which shafts, besides carrying the semaphores, are also provided with arms 0, at the ends of which are the colored disks d, for night use. The advancesignalsare pivoted in the lower part ofthe box, and when housed are in position to swing outward into view the moment their retarding mechanism is released. The rear signals are pivoted in the upper part of the box inposition when ward, and when in the latter position to house themselves when released. The mechanical means for housing the advance and displaying the rear signals are as follows: The shafts D, which enter .the intermediate compartments, are each provided with a loosely-attached crank-arm, d, the outer ends of which are slotted at d The said shafts are preferably arranged in the form of a rectangle, within which moves a three-sided frame or yoke, F, that is provided with two pins, f, fitting slots d" in the crank-arms. The draft-rods G G of one set of signals are secured to the lower side of the yokes F, and extend downward through the post until they meet the draft-rod levers k, which are mounted upon a horizontal shaft, J leading from the power-receiver. The power necessaryto operatethe signals will vary with the condition of the elements. For instance, a strong wind blowing directly against one of thedisks will by materially increasing the friction of the parts and bearings necessitate the application of greater power to move said signals. Therefore under ordinary conditions the transfer of the power stored by a moving train from the power-receiver to the signals is likely to be accompanied by considerable strain to the apparatus without the intervention of translating devices. To meet this want I provide each of the draft-rods with a fixed arm, 9 that is connected directly with the piston-rod g of an aircushion cylinder, g Between the said arm g and the frame A, upon which the aircylinders rest, I place upon the rods G G the retracting-sprin gs 9 to return the parts to their original position -when released from the power movement.

Thepiston-rods g of the air-cylinders are continued down through the cylinders, and are madetubular up to and ashort distance from the pistons. They are also provided at their lower ends with thumb-screws g and a rod,g extending upward into the hollow portion of thepiston-rod. Above the pistons are a number of apertures, g ,-leading from the cylinder into the interior of the rod 9 and below the piston is an elongated opening, g,which,when fully open, together with the apertures above the piston,will allow the air to pass from one side thereofto the other with great rapidity. When, however, the rod 9 is forced upward by its adj usting-screw, so as to close more or less of the slit g",the resistance to rapid movement of the piston can be increasedordiminished, as desired, without-practically lessening the amount of power available. As the advance signals move outward independent of the mechanical deviccs,their crank-arms must be in such position when the signals are housed that they are free to drop outward into ,view when released. This is effected by placing a second and rigidly-attached crank-arm, d on each shaftDi'n such position that the downward movement of the yoke will only affect the advance signal to swing it into the box and the rear signal to swingit out, both motions being simultaneous. Each of the shafts D is also provided with acounter-weight, D, that is fixed on the side opposite to the signal-carrying rod 0, but at a slight outward angle therefrom, so that in the case of the advance signals the weight will insure their starting when released, and then check their fall, and with the rear signals they willhold them in a housed position, assist in raising theminto view, and then check their fallwhen released for the purpose of housing themselves. The power-receiver consists of an oblong box,H,located near the track. The bent levers h h are suitably journaled within said box, and are there provided withrigidly-attached crank-arms h" k which are connected transversely by a rod, h. Atrough or box, if, provided with trunnions or lugs 72., incloses a spiral spring, J, through which and the ends of the box h passes the rod h; The box 71. is slitted as well as apertured at each These springs operate IIC end, and the red It is provided with keys or projections J J, that will pass through said slits.

Between the keys J, and resting against them, aretwo washers or rings, j j, between which the spiral spring J is confined, so that in whichever direction the rod h is moved the spring J will be compressed against the washer resting against the then forward end of the box h The bent levers h h are provided at their outer ends with friction-rollersjj, and the lever h is connected to the shaft J which extends from the box H, and is secured to the spring-clutches g in the lower end of the post A, which shaft will be turned one way or the other by the spring J ,according to the direction of its compression.

In Fig. 2 the shuttle-cam H is shown rigidly attached to one of the trucks of the train. it is composed of four metallic inclined planes expanding toward and united at the center of their length, where they are also united to their support, which is at such a height from the track as that the cam will pass with certainty and safety above the nearest frictionroller. As it passes thereover, said roller and its lever are depressed and the opposite ones raised, and as the cam advances the end that went over the first roller passes under the second one, still further elevating it, and in that manner using all the power transmitted to com' press the spring J in one direction, which operation, being reversible, is in accordance with the direction of the passing train.

The spring-catches g g consist, preferably,of a single casting in the form of a pair of tubular arms rigidly attached at right angles'to the end of the shaft J and they each have a latch bolt, J extending from their outer ends, which bolts are projected by a spiral. spring placed below them in the tubular arms. The bolts J are each provided with a stop, i,which extends a short distance through slots in the sides of the arms Upon the lower ends of the draft-rods G G are placed adjustable collars K, each of which is provided with a stud, k, projecting at right angles thereto, and upon each stud is pivoted a lever, it, that extends from the 'draftrod to and is supported loosely upon the shaft J, its inner end being expanded into the collar for that purpose. The levers it" are each pro vided with a catch, 76*, that engages the latclr bolt of its spring-catch arm 9 and effectually unites the two until the latch-bolt is with drawn. The levers 7c are each further provided with a stud, it", placed at right angles thereto near their upper ends. studs are pivoted the tripping-levers K K, which extend outward beyond the rods G, so as to strike the adjustable stops K attached to the frame of the post, when the limit of the downward movement of the draftrod is reached. The inner ends of the trip-levers are turned up so as to rest upon the stops 1) at an oblique angle, and when forcibly dc pressed by striking the stops K they release Upon these the catcharm g by pushing the bolt J off the catch it. A spring, 70 is wound on the studs c and attached to each trip-lever, for the purpose of holding both of them up out of the way of the stops i until called into action.

From the foregoing it will be readily understood that the passing train stores power in the spring J, and at the same time turns the shaft J and the spring-catches g 9 until one or the other of them engages its draft-rod G, then that the force of said spring is exerted through the yoke F, the stationary and loose crank-arms d d shafts D, and counter-weights, and pulls the advance signals back into the box, and at the same time raises and displays the rear signal, which is retained in its displayed position by means of the spring-catch n and locking-lever P, and the apparatus by which it was set is restored to its normal position. The verifying-signal V is placed in the upper part of the central compartment of the box 13, and it is visible from each direction through a window on each side of the box. The signal consists of a flat disk of any desired shape, size, or material, mounted upon a rod, V, that is pivotally supported upon an adjustable bearing-screw, 11, passing through a metal frame, V, extending obliquely across and secured to the inner sides of the central compartment. The upperend of the rod V is held in a suitable bearing, V Attached to the rod V, and depending therefrom, is the two-armed metal frame V, at the extremity of each portion of which is secured a disk of colored glass, V, which, for the sake of convenience, may be called "red.

Near the lower end of the rod V issecured the toothed sector 1), and to the side of the compartment is secured a bracket, 12 to which is pivoted a lever, V, provided at its end with a short segmental rack, 0 meshing with the sector 1;. The lever V is continued rearward beyond its fulcrum, and is provided at its end with a piece of iron, e, that forms the armature for an electromagnet, c attached to the side of the compartment in any convenient manner, and by means of which the signal V is turned at right angles to the compartment and edgewise to the windows.

Near the front end of the lever V is placed an adjustable spring, 1, for the purpose of mechanically restoring the signal to its normal position when the electric circuit is broken, which, as will be hereinafter fully explained, is effected by the housing of either of the advance signals that had been previously displayed.

In the center of each system of signals, and at about the center of the middle compartment of each box B, is located an electric lighting device, L, preferably an incandescent lamp. The shafts 1) connected with the advance signals each extend from the central compart inent through an intermediate and into another one, as seen in Fig. 7. The semaphores WA and E A. are attached rigidly to said shalt-s, as described, and in addition thereto 1 proadvance signals.

vide smaller semaphores of colored glass, that 'I Opposing signals on the same post, and at the by the movement of the apparatus are thrown in front of the central light to produce the necessary advance night-signals.

Upon-the shafts D are loosely secured the rods which are provided at their extremities with glass disks d, preferably red, for the Upon the same shafts are rigidly secured crank-arms e 6, having inwardly-projecting ends, and to the walls of the compartment are secured the stops e 6. When the advance signals are housed, the rods 0 are supported upon the stops 0, and the disks :1 are below the light L. The crank-arms e are placed at such an angle that as the signals,

are allowed to drop out, and when that movement is almost completed, they will come in contact with the rods a, lifting them and the disks d, so that they completely cover the light L, and therebychange its color, as seen by a train approaching from a direction opposite to that of the one which set the signal. Those of the shafts D that support the rear signals extend from one outer compartment through the box to the opposite intermediate one, as seen in Fig. 6, and the semaphores \V R and E R are rigidly attached thereto, in addition to which I provide smaler semaphores of colored glass, that by the movements of the apparatus are thrown behind the central light to produce the. necessary night rear signals. Upon said shafts D are loosely secured the rods 0, which carry the glass disks (1, preferably green, for the rear signals. Upon 'the same shafts are rigidly secured crank-arms 6 e having inwardly-projecting ends. Then the said rear signals are housed, the rods 0 rest upon the inwardly-extending ends of the arms e which are mounted upon their shafts at such an angle that the disks are thereby held above the light L. WVhen the rear signal is set by the passing train, the green disk moves downward until it rests upon a stop, 6 so placed that said disk will then completely cover and thereby change the color of the light L. By placing the colored rear'night signal in the opposite intermediate compartment it is dropped in the rear of the light with respect to the train by which it was set, and thus becomes visible to a following train.

The diagram, Fig. 18, shows the electrical relationship between the two systems of signals, east and west, that are carried upon each post, together with a train just leaving the home station and about to make contact with the first point in the system, and the method of operating the same is as follows:

I prefer to display advance signals two posts ahead of a train, and in order to effect this each system is provided with pivoted switches, that serve in their normal position to carry the current to fixed-electro-magnets,which, when energized, release the signal-locking mechanism, by the display movement of which they are then moved from one set of contacts to another, and in their second position complete another set of circuits, which cut out the It will be evident that by making morethan" one contact at any one post I can drop as many signals in advance as may be desired,

as each impulse will drop a signal and transfer the ground connection' to the next post.-

The movable switches above referred to also control two sets of springswitches, by which the verifying -signal is manipulated. The

line and connects the post with the one next in advance ready to carry an electrical iinpulse from the moving train to drop the neXt advance signal when the train reaches the post then in front of it. This, by closing two verifying-circuits, first sends the current of the local battery rearward'to the next nearest post and moves that to safety, so that an approaching train will know that its advance signal is set, and at the same time by closing the second circuit it puts the advance post in condition to have its verifying-signal turned to safety as soon as it in turn becomes, instead of a front, an intermediate post by the setting of the advance signal at the post next in advance. The eifect of cutting out one system of signals by setting the other is to make it impossible for a train approaching in the opposite direction to set its signals far enough in advance to leave room for accident, andto' provide against any contingency I attach a circuit-breaker to the shaft of the verifyingsignal, so that when it is set at "safety it will break the main line from both directions and prevent the transmission of lalsesignals, which, by making it impossible to receive any verification of its advance, will stop a train approaching from the opposite direction one block away from the train having the right of way. The displaying of a rear signal breaks the circuit of its post rearward, and thereby prevents afollowing train fromaffecting either the verifying or advance signals beyond.

In order to allow a train passing a post in which the continuity of the main line is broken by the circuit-breaker operated by the verification-signal to send a current forward to the second post in advance, a contact is provided in advance of the circuit-breaker, through which an advance current may be sentwithout disturbing the circuit-breaker which rebroken at that post and the signal restored toits normal position, at danger, by its retracting-spring. Each shaft D terminates in one of theouter compartments of the signal-box at r the end opposite to its counter-weight, and each outer end is provided with a double cam, N 0.

At the end of each shaft D is rigidly at--.

movements thereof are as follows: An ad-' Vance signal dropped two posts in front of a train by its movementbreaks the local ground- IIO tached a locking-arm, P, which is provided with upturned end p.

In order to avoid failure of the upturned portion 10 to pass over the catch of the springarmature a by reason of the occasional very short duration of the signalreleasing impulse, Iattach to each lever P a safety deviceshown in Fig. 5, and consisting of a spring, P, attached to the outer side and extending down to the extremity of the aforesaid lever P. It is also provided with an upturned lower portion, P, fitting into the upturned endp, which, when extended,forms a continuation thereof. When the springcatch a is drawn downward by the magnet, the spring P is released and moves 'forward instantly, so as to cover the catch a and prevent its rising,and thereby re locking the lever P in case the electrical impulse sent from an adjacent station is of insufficient duration to allow the force ot'gravity to overcome the inertia of the signal to be dropped.

At the end of each shaft Dis rigidly attached a locking-arm, P, which is provided with upturned outer end, 19. \Vhen all the advance signals are housed, their locking-arms are held by springcatches a, which form armatures for electro-magnets 1), that are suitably fixed to the walls of the outer compartments. The current from the line 1 enters through the switch Q, and passes thence through contact 2 and wire 3, contact 4, wire 5, contact 6, switch 7, contact 8, and wire 9,to

' electro-magnet p thence through wire 10,

switch Q, contact 11, and wire 12, to ground.

A current from 'an approaching train sent through the circuit above described will, by energizingthemagnetpfldrawdownthespringcatch a and liberate the arm P and signal W A, the outward or display movement of which raises the switch Q by turningthe cam N. and thereby breaks the ground-connection of the magnetp through the wire 10, switch Q, contact 11, and wire 12.

In order to maintain a ground-connection for the magnet 1) until the desired movement of the signal has taken place and the current that caused it has ceased, an auxiliary groundline is completed through wire 13, springcatch n, contact l4, wire 15, and wire 12, to ground. This latter circuit is mechanically broken by the resiliency of the spring-catch n, which rises as soon as the current ceases to flow in its magnet 19, and the upturned end 19 of the lockingarni is removed therefrom by the display movement of the signal.

The switches Q Q are formed of two portions, each insulated from the other. The elevation of the switch Q, besides removing one portion of it'from the contact 11 and breaking thelocal ground-connection, also lifts its outer or second part from the contacts 16 17 (which form a part of the circuit of the opposing sys: tem of signals) and holds it against the con tacts 418, which complete the circuit through the wire 19, contact 20, switch 21, contact 22,

wires 23 24, contact 25, and switch 26, toline and forward to the post next in advance.

Ii It represent two spring-switches for operating the verifying signal. \Vhen displaced by the rotation of cam N, they rest upon contacts 27 28, respectively. WVhen in that position, the switch R completes the verifying-signal-setting circuit for its own post through the contact 27, wires 29 30, magnet o and wire 31, to ground. The foregoing circuit does not includea source of electricity; but froin'the switch R the line-wire 32 leads forward to the post next in advance, and what the displaying of the advance signal does is, first, to niake the connection above described, through which a current is sent from the local battery of the forward post as soon as the advancesignal on said'forward postis displayed; and, second, when housed, it breaks at its own post the circuits of the verifying-signal, which in returning to its normal position reunites the main line, allowinga current to enter that post to release and house its rear signal. When the switch R is depressed, it rests upon contact 28 and completes a circuit through wires 33 St to thelocal battery S, from whence the current passes through wires 3-1 33, con tact 2 8, switch R, wire 35, and line 32, back to the post next in the rear, where it passes through a switch, R, and connections to the magnet c and thereby imparts a quarter-turn to the verifying-signal and changes it from danger to safety. \Vhen the verifyingsignal is at safety, the circuit-breaker, which consists of a double cain, V, attached to the shaft V, is turned so as to force the switches 26 26 away from their contacts 25, thus severing the main line in both directions. When the rear signals are n-iechanically set by the apparatus previously described, the cam() raises the switch Q from the contact 36, and at the same time breaks the forward advance circuit by raising the switch 21 from the contacts 20 22. As said signal reachesits horizontal position, the outer end of the lever P engages the spring-catch a, and is thereby securely held until a rear current is sent from a train at the post neXtin advance; said current, passing through wire 87, switch Q, contact 38, wire 39, electro-magnet 12, wire 40, contact41. and wire 42, to ground, operates, by energizing said magnet, to dra\v down the spring-catch armature n, and thereby release the locking arm P and allow the signal to swing downward and inward until it reaches its normal position within the box B, when the switch Q descends, and with it the switch 21, restoring the advance circuit. At or near each post arelocated two contact-brushes, M and M'fl each of which is pivoted atm within a suitable box, W, and is normally held against the line-contact mby a spring, at, as seen in Fig. 15. Both brushes are lo cated insuch position with respect to the track that they will be in the path of the contactbar M, carried by the train, and forming one terminal of a source of electricity also carried thereby,theother pole being grounded through the wheels and rails. One of the said brushes is placed in front and the other in the rear of the circuit-breaker, as shown, so that current is sent first through contact-brush M, for the purpose of dropping the rear signal at the post next in the rear, and-then, the mechanical devices having been operated, current is sent forward through the second contact-brush, M to drop the advance signal two posts ahead. As the train passes and makes contact with the first of said brushes, it breaks theline and sends through said brush a current which passes rearward to release its rear signal. As the train leaves the post and makes contact with the other brush, it tips it away from its linecontact m, which prevents the current going to ground through the post immediately in rear of the brush, and thus secures the sending of current forward and the setting of the If all is in good order and desired signal. uninterrupted, on reaching the next post the verifying-signal will have changed from danger to safety, notifying the approaching train that the advance signal intended to be set from the post last passed was so set and everything is clear for at least one entire block ahead. If a train approaching from the opposite direction has entered the block ahead, the verifying-signal cannot be moved, and by thus indicating danger will give notice to the train to stop. As train No. 2 cannot receive verification of its advance signal because of thepresence of train No.1, it will be brought to a standstill before entering the block intervening between the said trains.

The night-signals read as follows: A green light means train in front, receding; a red light, train in front, approaching; white light in advance of moving train indicates .two thingsviz., advance signals set and verification-signal turned to safety on the post being passed. An additional circuit conducting the current tothe electric lighting device passes through each post, and is arranged so as to become operative when either one of the cams N or O is rotated.

T T represent pivoted switching-levers that are located so as to bear upon the cams N 0. They are each provided with retractingsprings t, and also with a block of insulating material, t, at their outer ends.

T are fixed contacts forming the terminals of the local electric lighting circuits of each post, and U U U U? are spring switches adapted to rest upon the contacts T. The blocks 25 are of 'such thickness that when the lever T is moved from one position to the other the spring-switch that was thereby held away from its contact T will be allowed to rest thereon before the contact of the opposite switch is broken, thus avoiding sparks and the danger to the apparalus resulting therefrom. The current enters by wire 43, thence through eastern switch U and wire 44 toswitch U thence by wire 45 to opposite switch Uflthence by wire 46 to western switch U, thus including all the signals on each post. The wire 47 leads to the next post, and although I have described the current as entering from one direction, it may be sent from the other with equally good results. The displaying of the advance signal E A will move the cam N away from the inner end of the pivoted switch T, which will then be moved toward its retracting-sprin g t, the effect of which will be, first, to allow the spring-switch U to rest against the contact T and, second, to remove the switch U from said contact, and thereby to divert the lighting-current from said contact T through the switch U, wires 48 49 50, lamp L, wire 51, and contact 52, .to line 47. The displaying of either of the signals will, by moving the switches connected therewith, produce effects similarto those above noted.

Having thus described my invention,what I claim as new, and desire to secure by Letters Patent, is

1. An electric railway signaling system comprising a double set of advance and rear signals united and controlled by a single series of normally-independent circuits extending from post to post along the entire line, substantially as set forth.

2. An electric railway signaling system comprising a double set of advance and rear signals united and controlled by a single series of normally-independent circuit-s extend- .ing from post to post along the entire line,and a movable. two-part switch located in, proximity to each of the signals, and mechanical and electrical connections between said switches and signals, whereby either advance signal when displayed will complete its forward circuit through the switch of its rear signal, and when housed and the rear signal displayed said switch will be moved thereby, so as to sever the advance circuit and prevent the setting of advance signals by a following train, substantially as described.

3. A system of electric railway-signals comprising a series of normally-independent circuits, each circuit being provided at either end with a set of signals and electric controlling mechanism, each set including a normally-grounded switch operated by a visual signal adapted to be displayed by mechanically-stored powerreleascd electrically from a distant point, and then mechanically housed,

and a verifying-signal controlled electrically by normally-open circuits passing through the advance signals of both systems, which circuits are closed by the display movement of the advance signals at that post, whereby a current may be sent rearward to the next verifying-signal to move the same from danger to safety, thereby giving notice of the displaying of the distant advance signal last set,

substantially as described.

4. A system of electric railway-signals comprising a series of normally-independent circuits, each provided at either end with a set of signals and electric controlling mechanism, each set includinganormally-grounded switch operated by a visual signal adapted to be displayed by mechanically-stored power released electrically from a distant point and then mechanically housed, and a veril'yingsignal controlled electrically by two-normally'open circuits passing through the advance signals of both systems, one of which extends rearward and includes a source of electricity, from which a current is sent to the next post to move its verifying-signal from danger to safety, the other circuit being locally grounded, but unprovided with current, and extending forward to the next post, where, on the displaying of an advance signal at said advance post, it is connected with a source of electricity, from which current passes rearward to the intermediate post, and by actuating the electromagnetic apparatus thereof changes the verifying-signal from danger to safety, as described.

5. An electric railway signaling system comprising a series of normally-independent circuits, each of which is connected at one end with electric signal-controlling mechanism for advance and rear signals, and at its other end with the electric signal-controlling mechanism of rear and advance signals, a pair of switches normally grounded and located in proximity to the advance signals, and a pair of switches normally out of circuit and located in proximity to the said rear signals, and mechanical connections between said signals and the switches, whereby the advance switches are automatically shifted, so as to span the signaloperating mechanism and unite the contigu ous circuits through the switches of said rear signals upon the displaying of an advance signal, as set forth.

6. In an automatic electricrailway signaling system, a series ofsignaling-stations extending along a line of railway, each provided with two normally'grounded movable contact-switches, through one of which the current enters and through the other of which it leaves, according to the direction of the approachingtrain, and contact devices, substantially as described, for transmitting a current from a train at one of the posts to one or more thereof in advance in either direction, and to ground successively through a predetermined set of movable contacts and a signal-controlling electromagnet located at each of said stations, said groundconnections being successively broken from either direction (when the line is clear) by the successive displaying of the set of signals released therethrough, substantially as de scribed.

7. In an automatic signaling system, the combination, with electric signal locking and com trolling mechanism, ofan electro-magnet for releasing the same, a normally-grounded circuit including said magnet,and a movable switch in proximity to said mechanism, of an auxiliary or by-pass circuit adapted to complete tliegroundconnection of said magnet during the display movement of the signal and prior to the severance of the normal ground-line, thereby interposing a temporary ground at that point for that impulse and preventing any portion thereof passing beyond, substantially as described.

8. In an automatic electric railway signaling system, a pivoted two-part switch consist ing of a stem or arm forming part of one circuit and a pair of arms attached to the extremity thereof, but insulated therefrom and normally included in a different circuit, and mechanical means operated by the movements of the signal for changing the positions of said switch, and thereby breaking one of its circuits and completing the other, substantially as set forth.

9. In an electric railway signaling system, an electrically'operated supplementary or verifying signal normally indicating danger, and included in a circuit passing through the advance signals of the moving train,the safetycircuit being ar 'anged to be made and broken by the mechanical movements of said advance signals, substantially as set forth.

10. In an electric railway signaling system, an electrically-operated supplementary verifying-signal normally indicating danger, in combination with an advance signal or signals and electrical switches operated by the latter, a portion of said switches being located in the circuit of the verifying-signal, whereby the safety-circuit of said verifyingsignal is made and broken by the mechanical movements of other signals forming part of the same system, but located at a distant point in advance, substantially as set forth.

11. In an electric railway signaling system, an electrically operated supplementary or verification signal included in a circuit passing through and controlled by the movements of two advance signals located at different points in advance of the moving train, substantially as set forth.

12. In an electric railway signaling system, an electricallyoperated verifying-signal having circuits adapted to be made and broken by the mechanical movements of other signals, one of which is a distant advance signal forming part of the same system, and a retracting -spring or equivalent for restoring said signal to its normal or danger position when said mechanical movements terminate by the housing of the circuit-controlling signals, as hereinbefore described.

13. The combination of a verticallypivoted signal, an armature-carrying lever, and means for communicating rotary motion from said lever to the signal, an electro-magnet located so as to control the movements of said lever, a ground-line, and a pair of pivoted switches forming parts of a normally-open circuit ineluding a source of electricity and mechanism actuated by the displaying of either advance signal for moving the switch and closing said circuit, whereby the magnet is'energized and the signal turned, as set forth.

14. The combination of the signal V, provided with toothed sector 0*, pivoted lever V, provided with suitable armature, and an electro-magnet, t the ground-wire 81, wires 30 and 29, contact 27, switch R, and cam N, with the wire 32, wire 35, switch R, contact 28, wire 34:, 'battery S, and cam N of the next adjacent post, substantially as described.

15. In an automatic electric railway signaling system comprising advance and rear signals operated by moving trains, a supplementary or verification signal,and means consisting of switches operated by the movement of the said verificationsignal, substantially as described, for breaking the main or signaling circuit at that point whenever said verifyingsignal is moved from danger to safety, substantially as .described.

16. In an automatic electrical railway sig naling system comprising signals operated by moving trains, a supplementary or verification signal and an automatically-operated circuitbreaking device operated by said verifying-signal breaking the main or signaling circuit at that point whenever said verifying-signal is moved from dan er to safet substantially as described.

17. In'an automatic electric railway signaling system, a pair of line contact-brushes included in the main circuit and located one on each side of each signaling-station, a circuitbreaker operated by each contact-brush, and connections,as described, whereby at each contact with a moving train thenormal circuit willbe momentarily broken and a current imparted from a source of electricity on said moving train will traverse the longer end of said normal circuit, thereby energizing the electromagnetic signal-operating devices at a distant station, as set forth.

18. In an automatic electric railway signaling system, the combination, with a pair of line contact-brushes located one on each side of each signaling-station, and a circuit-breaking device between said brushes operated by the movements of the verifying-signal, of a contact-bar mounted upon and carried by the train being signaled,asource of electricity, also carried by the train, and connections for sending a current of electricity through said bar,

the contact-brushes, and line, substantially as set forth.

19. In an automatic electric railway signaling system, one or more sets of day-signals located at each post, and means, substantially as described, for displaying and housing the same,. an electric lighting device located at about the center of each system, and a supplementary system of night-signals, consisting of colored semaphores actuated by the movements of the day-signals, so as to cover or expose the light as the day-signals are displayed and housed, substantially as described.

20. In an automatic electric railway signaling system, a double set of advance and rear signals and means for housing the same, in combination with an electric lighting device and a supplementary set of colored signals for night use, and mechanical connections between said day and night signals, whereby the latter are displayed in front of or to the rear of the fixed light, so as to change its color in a direction corresponding to the nature of the sig nal displayed, substantially as described.

2].. In a system of automatic electric railway-signals comprising two or more signals to each post, an electric lighting device located at substantially the central point in each system, and a series of switches, one to each signal, and mechanical means for operating said switches, whereby by the displaying of any of said signals a normally'closed circuit carrying the electric lighting-current will be opened and said current diverted through the electric lighting device, substantially as described.

22. The combination, with the lamp L, terminals T, and connecting-wires, ofthe springswitches U U U U mounted in pairs, one on each side of a terminal, T and adapted to make contact therewith, pivoted levers T, each having a block of insulating material, if, at its outer end and provided with a suitable retracting-spring, and located so as to bear upon the cams N O, to normally hold one set of switches away from the terminals T", and when said cams are rotated to allow the set of switches previously out of contact to make contact with the terminals T before the opposing set are removed therefrom, whereby sparking and burning of the apparatus are prevented, one circuit being made before the other is severed.

23. In an automatic railway signaling system, the combination of a pair of levers having crank-arms projecting therefrom, a rod suspended between said crank-arms, a coiled spring mounted on said rod and confined between two fixed points thereon, and means carried by a moving train for raising one of said levers and depressing the other, both movements uniting to continuously compress the spring.

24. Inasystem of automatic railway-signals, a power-receiving device consisting of the combination of laterally-projecting angle-levers h ICC tween which thespring is confined and compressed by the movement of the levers, substantially as shown and described.

25. In a system of automatic electric railway-signals, the semaphores W A,W R, suitably mounted on shafts, and provided with cams N 0, respectively, and with the lockinglevers I, having upturned extremities p, in combination with spring-catches a a, electromagnets pp switching-levers Q Q, and electrical connections, substantially as set forth.

26. The combination, with the signals W A, W R, cams N O, and locking-levers Pp, of the catches a a, electro-magnets p 19", switches Q. and 7, wires 3 5 9 10, switch Q, and wire 12, as described.

27. The combination, with the signals W A, W R, cams N O, and locking-levers P p, of the catches n a, electro-magnets p p, switches Q and 7, and wires 3, 5, 9, 13, 15, and 12, as described.

28. The combination of semaphores W A, W R and suitable supporting-shafts, the slotted loosely-mounted crank-arms d, and rigidlymounted crank-arms d with the yoke F, provided with pins f, and a downwardly-extending rod, G, substantially as set forth.

29. The combination, with semaphores WV A and W R and supporting shafts, slotted crankarms loosely mounted thereon, and crank-arms rigidly secured thereto, of the yoke F, provided with pins engaging the slots of the crank-arms, a downwardly-extending draftrod, G, and a retracting spring, g.

30. The combination of semaphorearms, suitable supporting and controlling mechanism, a draft-rod leading to a source of power, and an air-cushion cylinder and adjusting devices,whereby quick movements of the draftrod are prevented, substantially as described.

31. The combination of the semaphore-arms, suitable supporting and controlling mechanism, a draft-rod leading to a source of power,

and an air-cushion cylinder having a tubular piston-rod formed with communicating apertures above and below the piston, and a rod and adjusting devices within said piston-rod, whereby the area of one of said apertures can be increased or diminished to regulate the re sistance of the piston, substantially as shown and described.

32. The combination, with draft-rods G,connecting-levers 7c, providedwith catches k, and adjustable stops K, of the arms 9 9, provided with spring-catches J and the shait J 33. The combination, with draft-rods G, connecting-levers k, provided with catches k and studs 70*, the shaft J upon which the inner ends of said levers are loosely supported, and adjustable stops K of the arms 9 9, provided with spring-catches J adapted to engage the stop If, and having laterally-extending trip-pins 13 and a pair of trip-levers, K, pivot-ally supported on the studs 70*, and adapted to engage the stops 70 on the descent of the draft-rods, and to retract and release the catches J In testimony whereof I affix my signature in presence of two Witnesses.

WM. T. WATERS.

Witnesses:

N. L. COLLAMER, FRANKLAND J ANNUS. 

